2006 Volvo C70 T5

A steel-top convertible comes in at a better price than the old flappy-top.

The C70 rides in on the emerging wave of reasonably priced hardtop convertibles appearing in the U.S. For now, the only others are the Pontiac G6, which we tested last month, and the VW Eos that arrives this fall. In theory, these split-personality droptops based on mid-size cars offer the best of both worlds: a four-place convertible with the option of top-up solitude on par with that of a fixed-roof car.

This new Volvo is based on the company's S40 sedan and V50 wagon, and they all share a 103.9-inch wheelbase. But the C70 is longer, wider, and better-looking than its family members and comes only as a front-driver in T5 trim, which amounts to a 218-hp, 2.5-liter turbo five-cylinder.

A talking point here is the top, a three-piece steel folding masterpiece whose sections are stowed at the push of a button. The front panel stacks on top of the center panel, and both end up under the rear glass section and beneath the trunklid - all accomplished in 30 seconds. Top down, luggage space drops from 13 cubic feet (same as the S40's) to six. The upside is that the space is still accessible with the top down, unlike in the Pontiac G6. Push the trunk-mounted button, and the roof panels motor upward eight inches. Maybe you've heard this before: Mercedes' $100,000 SL has the same feature.

The C70 delivers on the promise of serene top-up driving. In fact, we measured 70 decibels at 70 mph - same as the last S40 we tested. It's noticeably more isolated than softtop competitors, like the Saab 9-3, that produce annoying amounts of wind noise with the top up.

But a big setback is the car's weight. With the extra structural members for rigidity, added safety gear, and hardware required to power the top, our C70 checked in at 3807 pounds, 510 more than a front-drive S40. It's noticeable. Hefty steel doors are required for crash protection and also house the curtain airbags. The trunklid sure seems heavy, and a normal slam causes the entire rear end to squat. Wow.

Acceleration degrades accordingly: 0-to-60-mph and quarter-mile times both slipped 0.9 second to 7.6 and 15.9, respectively, compared with the identically powered S40, and those times are just a couple ticks off the 227-hp G6 GTP's. Braking (163 feet) and skidpad (0.85 g) numbers remained similar to those of the S40, thanks to optional 18-inch summer tires ($995).

We appreciate the availability of a manual transmission (the G6 convertible doesn't offer one), but the C70's longish-throw six-speed, combined with an ultra-light clutch with little feel, isn't very satisfying. Convertible buyers aren't typically enthusiasts and would likely prefer the optional five-speed automatic ($1250).

Still, anyone can appreciate the C70's comfy front seats, ability to soak up bumps with minimal cowl shake (less than the G6), and easygoing ride, top up or down. But those extra pounds are probably why it doesn't always feel as composed as we'd like. Steering isn't remarkably precise - about what we expected - but there's commendably little torque steer through the surprisingly stout steering wheel.

How's this for progress? When the C70 (softtop) convertible was introduced in 1998, it cost about 44 grand ($51,000 in today's dollars). The '06 C70 goes for $39,405. But its two competitors have an even more attractive starting point - $28,490 for the G6 and $28,620 for the Eos.

It's too early to rank these three officially, but convertible fans should be aware of this new breed that excels at the top-up task. The C70's all-around competence, however, as well as the largest back seat and trunk of the trio, makes it a rational choice.